The Versailles was a very high-quality car in its own engineering, and it was the right size to compete with the small Cadillac. No matter how much extra smart look was employed to the car’s exterior, elegant and luxurious the interior and the list of standard equipment along with advanced technology used to engineer the car. But it side-look resembled a Granada, its predecessor.
Versailles, a royal coach for the lavish of French kings and queens, architect with silver interior, waylay doors, and the executive auto from the city of gardens. The well-esteemed status had failed to earn the same popularity to the Versailles, as of its extravagant version had been expected to.
It is a documented impression that an expensive luxury car, looks like a less posh car is not of a commuters’ attraction. The Versailles neither attained the customers’ attention by style, nor did it work well when GM strived to bring it on a decade later with the re-engineering of luxury cars, including the Cadillac Eldorado, Buick Riviera, and Oldsmobile Toronado. Subsequently, GM distinguished the car immediately with the problem of its style and external accessories.
The indications had not been instantaneous with the background of Versailles’ success or failure. Although the Versailles was the finest car for the moment but most of Lincoln’s array of standard equipment was in the base price. Later on, the measures for re-engineering the car had been taken to cope up the quality automobile.
A vivid examination established by Versailles automakers was the Vehicle Electrical Test System (VETS). This advanced computerized test facilitated the electrical system and every electrical component in the car for proper function.
Maintenance was made before the car moved out of the factory and every vehicle was required to pass this test before setting out of the factory. Versailles set to futuristic move with 1977 model production that had not far short of the Seville’s preliminary years. The apprehension occurred during 1978, when manufacture dropped for the low rate sale during its initial era. It was evident the close resemblance in profile to the lower priced Granada had become an issue for customers in the compact luxury market, and needed to trim the facade of American cars. Since then, ASC had been working with automakers to manufacture unique versions of cars and install power sunroofs, Moon-roofs, Astra-roofs, and T-Tops as well.
Senior Ford executives requested Prechter’s involvement in re-engineering the architect of the Versailles, principally in the door and roof area, where the resemblance to the Granada was most prominent. The final product was a new roof line that was extended eight inches, with a more ceremonial facade. The rear door upper frame was tailored to set a better fixed rear window, which was now squared off. Customers could also opt for a half-vinyl roof in Valino grain vinyl without extra expenditure.
At last epoch, the 1980 Versailles had been reported for just 4,784 units. Changes were minor, although five new body colors were initiated and three new vinyl roof colors to generate the color trends. Fuel consumption was better than the big Lincolns, but the Versailles was still far behind in comparison to other cars, including the new smaller Lincolns for 1980.